Brown Field Municipal Airport Land Use Compatibility Plan

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APPENDIX CAIRPORT LAND USE COMPATIBILITY CONCEPTS• Runway Proximity: In general, the areas of highest risk are closest to the runway ends and secondarilyalong the extended runway centerline. However, many common aircraft flight tracks do not follow therunway alignment, particularly on departure. Also, where an aircraft crashes may not be along theflight path that was intended to be followed.• Urban versus Rural Areas: Irrespective of airports, people living in urban areas face different types ofrisks than those living in rural areas. The cost of avoiding risks differs between these two settings aswell. The Handbook acknowledges these differences by indicating that usage intensities can be greaterin heavily developed urban areas compared to partially undeveloped suburban areas or minimallydeveloped rural locations, yet be equivalent in terms of the level of acceptable risk.• Existing versus Proposed Uses: Another distinction in compatibility policies can be drawn betweenexisting and proposed development. It is reasonable for safety-related policies to be established thatprohibit certain types of new development while considering identical existing development to beacceptable. The range of risks can be divided into three levels (see page 9-15 of the Handbook). At thebottom of the scale are negligible and acceptable risks for which no action is necessary. At the top ofthe scale are intolerable risks for which action is necessary regardless of the cost. In between are risksthat are significant, but tolerable. Whether or not action should be taken to reduce these risks dependsupon the costs involved. Typically, the cost of removing an incompatible development is greater thanthe cost of avoiding its construction in the first place.Preparation of this Compatibility Plan has been greatly guided by information in the Handbook. TheHandbook, though, also recognizes the importance of tailoring compatibility plans to local circumstances.Such is the case with the safety compatibility criteria included in this Compatibility Plan. In manyrespects, San Diego County not only has areas of highly intensive existing development, but also strongcontinuing demands for further development. The airport environs are not exempt from these pressures.A major effort has been made in this Compatibility Plan to adhere to the fundamental objective, asidentified in State law, of minimizing the public’s exposure to excessive safety hazards within airportenvirons while not unduly restricting needed land use development.AIRSPACE PROTECTIONRelatively few aircraft accidents are caused by land use conditions that are hazards to flight. Thepotential exists, however, and protecting against such land use conditions is essential to airport land usesafety compatibility. In addition, and importantly, land use conditions that are hazards to flight mayaffect the continued viability of airport operations and limit the ability of an airport to operate in themanner identified by the airport sponsor in an adopted airport master plan and airport layout plan.Compatibility ObjectiveBecause airspace protection is, in effect, a safety factor, its objective can also be thought of in terms ofrisk. Specifically, the objective is to avoid the development of land use conditions that, by posing hazardsto flight, can increase the risk of an accident occurring. The particular hazards of concern are:C–18Brown Field Municipal Airport Land Use Compatibility PlanJanuary 25, 2010
APPENDIX CAIRPORT LAND USE COMPATIBILITY CONCEPTS• Airspace obstructions;• Wildlife hazards, particularly bird strikes; and• Land use characteristics that pose other potential hazards to flight by creating visual or electronicinterference with air navigation.This objective (i.e., aircraft accident risk reduction) is best accomplished by policies that (1) limit theheight of structures and other objects in the airport vicinity and (2) restrict other uses that potentially posehazards to flight.MeasurementThe measurement of requirements for airspace protection around an airport is a function of severalvariables, including: the dimensions and layout of the runway system, the type of operating proceduresestablished for the airport, and, indirectly, the performance capabilities of aircraft operated at the airport.• Airspace Obstructions: Whether a particular object constitutes an airspace obstruction depends upontwo factors: the height of the object relative to the runway elevation and the proximity of the object tothe airport. The acceptable height of objects near an airport is most commonly determined by standardsset forth in Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Airspace. Theseregulations (cited as 14 Code of Federal Regulations – CFR - Part 77) establish a three-dimensional"structure" in the airspace above an airport. Any object that penetrates this airspace is considered to bean “obstruction” and may affect the aeronautical use of the airspace. Additionally, another set ofairspace protection surfaces is defined by the U.S. Standard for Terminal Instrument Procedures(TERPS) (FAA Order 8260.3B). Although the intended function of these TERPS standards relates tothe design of instrument approach and departure procedures, the standards can be important for airportland use compatibility planning purposes where ground elevations near an airport exceed the FAR Part77 criteria.• Wildlife and Other Hazards to Flight: The significance of other potential hazards to flight isprincipally measured in terms of the specific characteristics of the hazards and their distance from theairport and/or its normal traffic patterns.Compatibility StrategiesCompatibility strategies for the protection of aeronautical airspace are relatively simple and are directlyassociated with the individual types of hazards:• Airspace Obstructions: Buildings, antennas, other types of structures, and trees should be limited inheight so as not to pose a potential hazard to flight.• Wildlife and Other Hazards to Flight: Land uses that may create or attract other types of hazards toflight near an airport should be avoided or modified so as not to include the offending characteristic.C–19Brown Field Municipal Airport Land Use Compatibility PlanJanuary 25, 2010
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Brown Field Municipal AirportLand U
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San Diego County Regional Airport A
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TABLE OF CONTENTS BROWN FIELD MUNIC
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TABLE OF CONTENTS BROWN FIELD MUNIC
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1Introduction1.1 OVERVIEW OF THE PL
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CHAPTER 1INTRODUCTIONthe vicinity o
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CHAPTER 1INTRODUCTION1.2.1 State La
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CHAPTER 1INTRODUCTION1.4 PLAN IMPLE
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Chapter 2Airport Land UseCommission
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CHAPTER 2AIRPORT LAND USE COMMISSIO
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Chapter 3Brown Field Municipal Airp
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CHAPTER 3BROWN FIELD MUNICIPAL AIRP
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4.1 AIRPORT OVERVIEW4.1.1 Airport L
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CHAPTER 4BACKGROUND DATA: BROWN FIE
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CHAPTER 4LowerOtayReservoirECity of
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Brown Field Municipal Airport Land
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Brown Field Municipal Airport Land
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Appendix AState Laws Related toAirp
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APPENDIX ASTATE LAWS RELATED TO AIR
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Page 230 and 231: APPENDIX ASTATE LAWS RELATED TO AIR
Page 243 and 244: Appendix B14 Code of Federal Regula
Page 245 and 246: APPENDIX B14 CODE OF FEDERAL REGULA
Page 261: Appendix CAirport Land UseCompatibi
Page 264 and 265: APPENDIX CAIRPORT LAND USE COMPATIB
Page 293 and 294: Appendix DMethods for Determining C
Page 295 and 296: APPENDIX DMETHODS FOR DETERMINING C
Page 303: Appendix EGeneral Plan Consistency
Page 306 and 307: APPENDIX EGENERAL PLAN CONSISTENCY
Page 308 and 309: APPENDIX EGENERAL PLAN CONSISTENCY
Page 311 and 312: Appendix FSample Implementation Doc
Page 313 and 314: APPENDIX FSAMPLE IMPLEMENTATION DOC
Page 319: Appendix GOn-Line Implementation To
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Page 325 and 326: Appendix HGlossary of TermsIn addit
Page 327 and 328: APPENDIX HGLOSSARY OF TERMSDisplace
Page 329 and 330: APPENDIX HGLOSSARY OF TERMSNavigati
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APPENDIX HGLOSSARY OF TERMSVisual F
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Appendix ICorrespondence with theDi
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and FAA directive.That said, we wil
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